Traction-engine



(No Model) 3 Sheets-'Sheet 1.

B. F. MOI-IR.

TRACTION ENGINE.

No. 302,153. P ented July 15, 1884.

INVENTOR.

WITNESSES N. PETERS. Phnllrulhugrlphn, mmmm An, D

41mm ,1 We w 3 Sheets-Sheet 2 (No Model.)

B. P. MOHPJ.

TRACTION ENGINE.

Patented J WITNESSES:

(No Model.) 3 Sheets-Sheet 3.

B. F. MOHR.

TRACTION ENGINE. No. 302,153. I PatentedJ 1y15,1884.

WITNE$SES aw ma UNrrnn Smarts tries.

PATENT TRACTION-ENGINE.

SPECIPICATIQN forming part of Letters Patent No. 302,153, dated July 15,1884.

Application filed April 4,1884. (No model.)

T ail whom, it may concern.-

Be it known that I, B. FRANK MoHR, a citi- I zen of the United States,and a resident of in which Figure 1 is a plan view of my improvedtraction-engine. Fig. 2 is a side View of the same. Fig. 3 is alongitudinal sectional view, the boiler being' shown in elevation. Fig.4. is a transverse sectional view taken on the line 00, in Fig. 1. Fig.5 is a transverse sectional View taken on the line 1 fl] in Fig. 1; andFig. 6 is a detail view illustrating the method of supportingtheboilerupon the axle.

The same letters refer to the same parts in all the figures.

This invention relates to that class of traction-engines which may beused for transporting loaded wagons, agricultural machinery, and thelike over roads, and which, when the point of destination has beenreached, may be set up and used as stationary engines for the operationof such agricultural machines as thrashing-machines and the like, or forrunning saws or other machinery of any kind or description. V

My invention has for its object to produce a machine which shall possesssuperior ad- My invention further consists in the im proved constructionand arrangement of details, which will be hereinafter fully described,and particularly pointed out in theclaims.

Referring to the drawings hereto annexed, A designates the frame of theengine, which consists mainly of two beams, B B, converging at theirfront ends and provided at their rear ends with plates or castings O C,between which the boiler D is rigidly secured. The boiler may be of thevertical cylindrical pattern; but as it willbe made the subject of aseparate application for Letters Patent, no detailed description thereofneed be given in the present application.

E is the main axle, which extends transversely through the fire-box ofthe boiler, and is provided, adjoining the same, with boxes F F. Theplates or castings OGare provided with laterally-extending flanges G G,(see Fig. 6,) constructed with cylindrical housings H H, containingstrong coiled springs I, that rest upon the boxes F of the axle. Thelatter is mounted upon the drive-wheels J and K,

subject of separate applications for Letters Patent, and consequentlyneed no detailed description herein.

' Mounted transversely in suitable hangers ;under the boiler is arock-shaft, L, the ends of which are provided with rearward-extendingcranks M M, connected by links N N with loops or eyes 0 0 formed uponthe rear ends of a pair of horizontal rods, P P, extending through theupper parts of the boxes F, at the sides of the boiler, and having theirfront ends twisted around and connected to atransverse bar, Q, securedunder the frame-beams B some distance in front of the axle. It will beseen that by this construction the weight of the boiler is supportedupon the springs I, its vertical motion, when any such motion takesplace, being guided by the rocking crank-shaft L and the links N, whichserve to steady the motion, while the rods 1? serve to hold thecross-bar Q, at all times at an even distance from the axle. It followsthat in passing over rough roads 3' olting is avoided,the boiler iscaused to be self righting or leveling, and the gearingattached to theaxle and to the transverse bar Q, is kept always in mesh. Moreover, bythe arrangement described, the weight of the boileris supported almostwholly upon the main axle,thereby causing the greatest possible amountof friction upon the drive wheels, and rendering the draft certain andas easy as possible.

Mounted longitudinally in or under the transverse bar Q is a shaft, B,one end of which has a fixed pinion, S, meshing with a spur-wheel, T,upon the inside of ,the drivewheel J. The inside of the drive-wheel K islikewise provided with a spur-wheel,U,meshing with a pinion, V. Thelatter is cast up- -on or rigidly attached to a bevel-wheel, W', mountedloosely upon the shaft B.

X is a disk or casting comprising two spurwheels, Y and Z, of unequaldiameters, the latter being somewhat larger than the former, Figs. 1 and4. This disk, which is mounted loosely upon the shaft B, adjoiningthebevelwheel WV, is provided with two or more radial slots, A,in'which, upon radial pins B, are mounted bevel-pinions G, engaging theloose bevel-wheel NV, and another bevel-wheel, D, secured rigidly uponthe shaft B, at the other side of the disk or casting X.

E is the engine, which is mounted upon the frame-beams B B, somedistance in front of the main axle. In the drawings hereto annexed Ihave shown an ordinary rotary engine; but I would have it understoodthat I do not wish to limit myself to this or to any particular kind ofengine, as almost any kind or pattern may be successfully usedinconneetion with my invention. The main shaft F of the engine isprovided with a band-wheel, G, at the inside of which it is providedwith a loose pinion, H, meshing with a spur-wheel, I, mounted upon ashaft, J, journaled transversely upon the frame-beams B B, in rear ofthe engine. The wheel G and pinion H are provided each wit-h atransverse perforation, K, whichmay be made to register, thus enabling akey, L, to be inserted,which serves the purpose of locking the pinion Hupon the shaft. it is evidentthat when the pinion is thus locked uponthe shaft, it will transmit the motionfrom the latter to the spur-wheelI of shaft J,

and thence, as will be presently described, to

the drive-wheels or" the engine. WVhen, on the other hand, it is desiredto use the device as a stationary engine, it is only necessary to removethe pin or key L. The connection with the drive-wheels is thus ungeared,and

motion may be conveyed from the drum or band-wheel G by means of anordinary belt or band to the machinery to be driven. The end of theshaft J opposite to that hearing the spur-wheel I has a pair ofloosely-mounted pinions, M and N, meshing, respectively,with thespur-wheels Y and Z of the disk or casting X, which, as stated, ismounted loosely upon the shaft R. The inner adjoining sides of thesepinions are recessed, and they inclose a clutch mechanism attached tothe shaft J, (but not shown in detail in the drawings,) and operated bya hand-lever, 0, whereby either of the said pinions may be connectedrigidly with the shaft J, or both may, when desired, be disconnectedfrom the same. Any suitable clutch mechanism by which this result may beeffected may be used for this purpose, but the particular mechanismwhich I prefer to use will, as heretofore stated, be made the subject ofa separate application for a patent.

P, Fig. 3, is a bar secured transversely under the frame-beams B B infront of the Wheels, and under the said bar are journaled a pair ofseparate brake-levers, Q Q, the cranks of which carry the brake-shoes B,which are of ordinary construction. The inner ends of the brake-shaftsare provided with forwardly-extending foot-levers S, which may be easilymanipulated by the driver, whose seat T is secured to a suitablecross-bar, V. The crossbar V and a similar bar, U,located above thesame, are provided with bearings for a vertically-sliding tube, W, uponthe front side of which is cast or formed a rack, X. (See Figs. 3 and5.) J ournaled in the said tube is a vertical rod or shaft, Y, carryingat its lower end a roller or caster, Z.

J ournaled transversely in front of the crossbar U is a shaft. A, havinga pinion, B", engaging the rack X, and provided with a crank, 0 by meansof which it may be conveniently operated, thereby adjusting the casterto any desired elevation, at which it may be retained by means of alatch, D pivoted to one of the frame-bars and engaging the pinion.

ll are a pair of uprights secured to the frame-bars in front of thecross-bar U, and connected at their upper ends by a curved bar or plate,F, the upper edge of which is provided with a series of notches, G, thepurpose of which will be hereinafter fully described. q

The converging front ends of the framebeams B B are provided with aperforated plate, H, whereby the engine-frame may be of the tank, andextending in a forward and downward direction, and having at its frontend swiveled thereto an axle carrying a pair of small wheels, M", ofsuch size that they will readily swing under the reaeh-bar when turnsare to be made. The axle is provided with a pair of upward-extendinglugs, N to which the hounds O of the tongue P are pivoted. Said houndsare curved, as shown, in such a manner that when it becomes desirable ornecessary the said tongue P may be swung back over the water-tank, asshown in Fig. 2

of the drawings, and rested in any one of the notches G of the plate F".In this manner the front wheels of the water-tank may be placed andretained at any desired angle, and thus serve to steer the engine whenthe watertank is attached thereto. On the other hand it is obvious thatwhen the water-tank is detached from the engine the tongue may be thrownforward and draft attached thereto in the usual manner. i

From the foregoing description, taken in connection with the drawingshereto annexed, the operation and advantages of my invention will bereadily understood by those skilled in the art to which it appertains.

The advantages of the improved method of hangingor mounting the boilerhave been already described. When the engine is to travel upon the roadthe water-tank is coupled to the front end of the framein the mannerdescribed,-

and the tongue is thrown back, so as to serve for the purpose ofsteering the engine, its rear end being within convenient reach of thedriver, who may easily adjust it in the proper notch of the plateFMotion is communicated from the engine-shaft F to the shaft J. Thelatter may be connected by the elutch-mech anism, to which reference hasbeen made,with either one of the pinions M or N, according to whethergreat speed or power is desired, this being of course governed partly bythe weight of the load to be drawn, and partly by the nature of theroads to be traversed. If a stop is to be made the pinions M and N maybe both disconnected from the shaft. The motion is communicated from thepinion M or N as the case may be, to the toothed disk X, and thencethrough the bevel-wheels and pinions to the pinions meshing with thespur-wheels of the drivers, which are thus caused to revolve and propelthe engine over the ground. In case of turning corners the describedarrangement of the disk X with its bevel'pinions and the adjoiningbevel-wheels forms a compensating-gear, which will permit one of thewheels which has the greatest distance to traverse to move or revolvefaster than the other. I11 like manner it becomes possible, when shortor sharp corners are to be turned, to apply the brake to one of the.wheels which it is desired to check, thus enabling the engine to beturned very suddenly and sharply without danger of crowding or pushingagainst the water-tank. In passing over the road thecaster-wheel at thefront end of the engine-frame is to be kept raised or elevated, so asnot to interfere with the progress of the device. \Vhen the point ofdestination has been reached the said caster-wheel is lowered, so as tosupport the front end of the engine-frame. The water-tank is thendetached and moved to any desired position, the pin or key which securedthe pinion upon the main engine-shaft is removed, and the engine is thenready for work as a stationary engine.

An important advantage of having the watertank arranged in front insteadof in rear of the engine is this, that in passing over the road it will,as it were, hold back against the action of the drive-wheels, thusincreasing the friction of the latter, and causing them to take or bitemore firmly upon the ground, thus assisting the progress of the engine.The watertank, being detachable, may be sent for a fresh supply ofwater, whenever necessary, without necessitating the removal of theengine.

For short distances the engine may, when steam is up, be movedindependently of the water-tank, its front end being supported upon thecaster-wheel.

When the use of the engine in any one place has been completed, it isagain connected with the water-tank, andmay then be employed, as before,as a traction-engine.

Having thus described my invention, I claim and desire to secure byLetters Patent of the United States- 1. In a tractionengine, thecombination of the frame, consisting, essentially, of two convergingbeams, plates or castings at the rear ends of said beams, provided withlaterallyextending flanges having cylindrical housings,

the boiler secured rigidly between the said plates or castings, the axlepassing transversely throughthe fire-box of the boiler, and havingblocks or boxes adjoining the latter, and the coiled springs restingupon said blocks and incased in the cylindrical housings, substalrtially as and for the purpose shown and speci fied. v

2. In a traction-engine, the combination. of the frame, consisting,essentially, of two converging'bcams, the boiler secured rigidly betweenplates or castings at the rear ends of the latter, the axle passingtransversely through the firebox of the boiler and having blocks orboxes adjoining ,the latter, a rock-shaft j ournaled transversely underthe boiler and having rearward-extending cranks, links connect ing thesaid cranks with the boxes upon the axle, and coiled springs restingupon the latter and incased in cylindrical housings formed in flangesextending laterally from the plates or castings at the rear ends of theframe-beams, substantially as and for the purpose set forth.

3. In a traction-engine, the combination of theframe, consisting,essentially, of two 0011- verging beams, plates or castings at the rearends of the latter, the boiler secured rigidly between the saidcastings, the axle extending transversely through the fire-box of theboiler, and having blocks or boxes adjoining the latter, springs restingupon said boxes, and incased in cylindrical housings formed in flangesextending laterally from the castings at the rear end of the framebcams,a counter-shaft extending through or under a transverse bar in front ofthe boiler under the frame-beams, rods encircling or twisted around saidframebar, and extending rearward through the boxes upon the axle,pivoted rods connectingthe rear ends of said horizontal rods with cranksupon the ends of a rock-shaft journaled transversely under the boiler,'pinions upon the countershaftmeshin g with spur-wheels upon the drive--wheels mounted upon the axle, and mechanism conveying motion from theengine to the countcrshaft, substantially as and for the purpose setforth.

4. In a traction-engine, the combination of the frame, the axle,drive-wheels mounted loosely upon the latter, mechanism, substan tiallyas described, for imparting motion from the engine to the drive-wheels,whereby the latter may revolve independently of each other, and a pairof separate brakes one for each drive-wheel-substantially as and for thepurpose herein shown and specified.

5. The combination of the frame, the axle, the drive and supportingwheels, cross-bars near the front end of the frame, a tube slidingvertically in the said cross-bars and havinga rack formed thereupon, acrank-shaft having a pinion engaging the said rack, a latch adapted toengage the said pinion, and a shank journaled in the vertical tube andhaving a caster-wheel at its lower end, substantially as and for thepurpose set forth.

6. The combination, with a traction-engine,

' of the herein-described detachable water-tank mounted upon a pair oflarge Wheels, and having a forward and downward extending reach- 7. I Ina traction-engine,- the combination of the engine-frame, consisting,essentially, of 0 two converging frame-beams, and provided near itsfront end with a pair of uprights connected at their upper ends by aplate having a series of notches in its upper edge, the water-tankconnected detachably to the front end of the engine-frame, and havingthe steering-wheels, and the tongue connected to its front axle bycurved hounds, whereby the said tongue may be thrown back and adjustedin any one of the notches of the aforesaid plate, substantially as andfor the purpose herein shown and specified.

In testimony that I claim the foregoing as my own I have hereuntoaffixed my signature in presence of two witnesses.

. B. FRANK Moria WVitnesses:

AUGUST PETERSON, LOUIS BAGGER.

